Electric Vehicle (EV) infrastructure

Caroline Pidgeon: Do you have plans for a strategic plan for EV infrastructure in the capital, working with partners who will help deliver this?

The Mayor: I released my delivery plan for London’s electric vehicle (EV) infrastructure in 2019, and the number of EV charging units has been increasing at an impressive rate since then. However, recent changes, such as the intention by the Government to phase out sales of new petrol and diesel cars and vans by 2030, mean that we now expect the switch to EVs to be faster than was forecast in 2019.
This is why Transport for London (TfL) is now drafting a new EV Infrastructure Strategy, drawing on the expertise of my EV Infrastructure Taskforce and other stakeholders. As well as quantifying the infrastructure requirement, TfL will explore the best delivery mechanism to meet the demand, focusing on the needs of London’s road users. The strategy, which will also set out the role of TfL and boroughs in further infrastructure delivery alongside the private sector, will be published later this year.

ULEZ expansion in London

Krupesh Hirani: Anecdotally I have seen people already making the changes required to ensure compliance with the forthcoming ULEZ expansion to the North Circular and South Circular roads. Is there information that can be provided regarding the impact on air quality and the economy, before the expansion has even taken place?

The Mayor: Londoners have been taking action to clean up their vehicles ahead of the expansion of the Ultra-Low Emission Zone (ULEZ) this October. Now 80 per cent of vehicles seen in the expanded zone meet the required emission standards, compared to 39 per cent in February 2017 when the Toxicity Charge (a stepping stone to the ULEZ) was announced.
The air quality benefits of ULEZ expansion start with this early shift towards cleaner vehicles. When I consulted on the expansion it was forecast that the expanded ULEZ, taking into account people changing their vehicles ahead of October, will reduce harmful nitrogen dioxide (NO2) concentrations by about 5 to 10 per cent on roads in the zone and up to 20 per cent on larger, more strategic roads including the boundary roads in 2021 compared to a scenario without the ULEZ expansion. This will reduce the number of people exposed to illegal levels of pollution with related health and economic benefits.

All About The Money' Article (2)

Neil Garratt: When did TfL become aware that, as made clear in This Is Local London’s ‘All about the money’ article, some bus companies were acting too slowly to protect their staff?

The Mayor: Please see my response to Mayor’s Question 2021/2370.

All About The Money' Article (1)

Neil Garratt: On 15th April 2020, an article entitled “'All about the money': London bus drivers share fears asCovid-19 claims more lives” was published on the This Is Local London website. The article included claims from bus drivers that bus companies acted too slowly to protect them. Do you agree that some bus companies acted too slowly to protect their staff?

The Mayor: An independent review into the deaths of London bus drivers from Covid-19, led by the University College London’s Institute of Health Equity, showed that the delay in introducing a national lockdown had the biggest impact on the number of drivers catching Covid-19.
Throughout the pandemic, TfL and the bus companies have followed Public Health England and Government advice as it has evolved. TfL moved quickly in the pandemic to ensure the bus companies took extensive action across the network to stop the spread of the virus. When there was enormous demand for cleaning products like hand sanitiser at the start of the pandemic and many suppliers ran out, TfL stepped in to procure this directly from alternative sources and shared what it had available with affected bus operators.
Other action has included a relentless focus on cleaning with long-lasting anti-viral cleaning fluid and limits on the number of customers onboard buses, sealing up drivers cabs and improving ventilation on buses.

All About The Money' Article (4)

Neil Garratt: The ‘All about the money’ article claimed that the extra cleaning TfL was promising was not happening. What measures has TfL taken to ensure that daily additional cleaning is actually happening?

The Mayor: Please see my response to Mayor’s Question 2021/2370.

All About The Money' Article (3)

Neil Garratt: What did TfL do to rectify the situation, described in the ‘All about the money’ article, that some bus companies were acting too slowly to protect their staff?

The Mayor: Please see my response to Mayor’s Question 2021/2370.

Stop and search

Emma Best: What plans, if any, does theMayorhave tolook at new initiatives that could limit the perception of unfair targeting of Stop & Search or the invasive nature of searches without limiting the vital work they do? Forexampleimplementing new technology such as body scanners at busy locations or issuing handheld metal detection scanners.

The Mayor: 26 stations had some form of lift closure due to staff unavailability during 2020. Of these, 71 per cent were for a period of four hours or less.
Staff are trained to operate lifts manually in case the automatic system fails while in customer service. When staff are not available, the lift must be taken out of service for safety reasons. Lifts are also taken out of service when staff are unavailable to support wheelchair users to board and alight trains using a manual boarding ramp.
The data below shows the requested information for lifts that have been taken out of service for both reasons.
Like all employers during the pandemic, during 2020 TfL experienced an increased number of absent staff who have been unable to work because they were sick, shielding, or self-isolating. This led to resourcing challenges across its operations, including stations, which has sometimes affected lift availability. In the event of absences, staff are deployed to minimise the overall impact across the network, taking into account passenger demand at different locations.
Ensuring London's transport network is accessible for all remains a key priority for both me and TfL. TfL will continue to do everything it can to ensure lifts remain open for customers.
Date
Total Hours (in decimal hours)
Bond Street
15/01/2020
0.58
Bond Street
20/01/2020
1.02
Wembley Central
02/02/2020
1.35
Wembley Central
03/02/2020
2.35
Harrow & Wealdstone
07/02/2020
1.80
Bond Street
10/02/2020
0.58
Oakwood
11/02/2020
1.25
Canada Water
14/02/2020
5.22
Canada Water
15/02/2020
7.15
Canada Water
16/02/2020
7.83
Canada Water
18/02/2020
9.93
Canada Water
19/02/2020
19.50
Bromley-By-Bow
03/03/2020
0.30
Harrow & Wealdstone
04/03/2020
1.65
Morden
15/03/2020
3.02
Bond Street
29/03/2020
8.42
Bond Street
30/03/2020
1.08
Bond Street
01/04/2020
0.65
Southfields
11/04/2020
0.47
Bromley-By-Bow
18/04/2020
1.83
Bond Street
20/04/2020
0.73
Bond Street
26/04/2020
2.12
Bond Street
27/04/2020
3.63
Morden
27/04/2020
1.43
Bond Street
28/04/2020
1.73
Bond Street
29/04/2020
0.57
Kingsbury
02/05/2020
1.82
Morden
02/05/2020
2.60
Morden
04/05/2020
2.72
Morden
07/05/2020
2.87
Newbury Park
08/05/2020
5.55
Newbury Park
09/05/2020
8.32
Newbury Park
10/05/2020
2.55
Harrow & Wealdstone
19/05/2020
1.45
Harrow & Wealdstone
20/05/2020
4.30
Harrow & Wealdstone
21/05/2020
5.53
Harrow & Wealdstone
22/05/2020
9.43
Finsbury Park
27/05/2020
17.73
Finsbury Park
28/05/2020
19.78
Finsbury Park
29/05/2020
22.77
Finsbury Park
30/05/2020
4.35
Bond Street
01/06/2020
1.22
Kilburn
06/06/2020
1.45
Bromley-By-Bow
11/06/2020
0.95
Bond Street
14/06/2020
0.32
Wembley Park
16/06/2020
5.45
Bond Street
19/06/2020
3.28
Hainault
24/06/2020
0.03
Bond Street
01/07/2020
0.87
Pinner
04/07/2020
0.57
Bond Street
08/07/2020
0.97
Bond Street
09/07/2020
2.70
London Bridge
10/07/2020
0.13
Tottenham Court Road
11/07/2020
4.45
Kings Cross
15/07/2020
0.03
Bond Street
18/07/2020
0.92
Pinner
19/07/2020
0.73
Bond Street
24/07/2020
0.92
Harrow & Wealdstone
06/08/2020
1.97
Morden
13/08/2020
2.00
Bond Street
15/08/2020
7.53
Bond Street
16/08/2020
1.20
Morden
16/08/2020
5.20
Hounslow East
17/08/2020
0.83
Bond Street
21/08/2020
3.97
Victoria
21/08/2020
6.18
Stratford
22/08/2020
7.13
Stratford
23/08/2020
16.80
Morden
31/08/2020
1.78
Hounslow East
01/09/2020
1.03
Hounslow East
02/09/2020
0.32
Kingsbury
11/09/2020
4.00
Kingsbury
12/09/2020
20.87
Bermondsey
15/09/2020
4.55
Morden
24/09/2020
1.13
Bond Street
25/09/2020
1.02
Newbury Park
03/10/2020
0.73
Bond Street
04/10/2020
0.97
Bond Street
08/10/2020
2.63
Bond Street
09/10/2020
0.12
Brixton
14/10/2020
0.48
Morden
18/10/2020
4.73
Bond Street
20/10/2020
2.03
Caledonian Road
28/10/2020
0.37
Bond Street
31/10/2020
7.75
Brixton
15/11/2020
2.05
Finsbury Park
15/11/2020
1.32
Green Park
05/12/2020
0.95
Hounslow East
08/12/2020
1.10
Bond Street
26/12/2020
5.03
Morden
26/12/2020
3.83
Bond Street
27/12/2020
2.93
Canning Town
30/12/2020
1.07

Delivery of step free access on the London Underground (2)

Caroline Pidgeon: Your Transport Strategy has an aim to deliver step-free access to 40% of the Tube network by 2022. When will this target actually be met?

The Mayor: Once Knightsbridge is complete in 2022, 92 stations will have step-free access. This equates to 33.8 per cent of the network.
Unfortunately, Transport for London (TfL) is not able to provide a detailed timetablefor reaching the 40 per cent target due to the uncertainty of long-term funding. TfL and I will continue to make the case to Government for the long-term funding support that TfL needs following the impact of coronavirus on its finances, and consequently on the step-free access (SFA) programme.
TfL also continues to work with stakeholders and developers to explore options for third party funding opportunities to investigate and deliver further step-free access work at locations across its network.
Please also see my responses to Mayor’s Questions 2021/2238 and 2021/2670.

ULEZ Expansion (1)

Emma Best: How much has TfL spent to date on the expansion of the ULEZ?

The Mayor: To date, Transport for London has spent £76.2m on ULEZ Expansion.

LPG and ULEZ

Keith Prince: A constituent has asked me to table this question:
Liquified Petroleum Gas (LPG), often referred to as Autogas, provides converted engines with an 11 per cent reduction in Nitrous Oxide emissions and a near total reduction in Carbon Monoxide emissions against their pre-conversion levels. TfL now accepts LPG conversions for licensed taxi trade petrol engine taxis. With a conversion certificate issued by installers that show the “before” and “after” emissions figures, and an emissions check at a MOT test at three years old and every year after, regular proof is available for those conversions that can be more pollutant-free than Euro4’s specification.
Why won’t the Mayor allow vehicles with a Bi-Fuel registered category on their registration document the same rights as Euro4 vehicles with respect to the ULEZ?

The Mayor: The Ultra Low Emission Zone (ULEZ) Euro 4 standard for petrol and Euro 6 standard for diesel also apply to vehicles that have been converted to run on alternative fuels, such as LPG. While LPG can offer reduced emissions of carbon dioxide, it does not substantially reduce emissions of oxides of nitrogen (NOx) and particulate matter, which are the key pollutants I am targeting with the ULEZ. Transport for London (TfL) does not consider that the Euro emission standard of an engine will change because of a conversion to LPG. The minimum permissible ULEZ standard for a spark ignition LPG engine is Euro 4.
Benchmarking emissions performance against the Euro standards can only be done in a laboratory emissions test environment using the legislated type-approval drive cycles. The MOT test does not measure NOx emissions.
With taxis converted to LPG, the diesel engine is replaced by a new (Euro 6) spark ignition (petrol) engine, which is then converted to run on LPG. It is the change in combustion type that leads to reduced emissions of NOx and particulate rather than the choice of LPG fuel. All conversions must be tested and approved by TfL Taxi & Private Hire.
With the imperative to achieve net-zero carbon emissions as soon as possible, the transport sector needs to shift away from fossil fuels, so full impetus should be given to the adoption of carbon neutral energy sources in future.

ULEZ Expansion and Unemployment in London

Keith Prince: A constituent has asked me to table this question:

Key findings in a study by Voterra Partners for the cross-party London Councils includes a core scenario that sees unemployment peaking at 9.4 per cent -- or 464,000 of economically active Londoners by December. A worse case scenario would see unemployment hitting 11.8 per cent -- or 580,000 -- by February of next year if the economic recovery is more sluggish than expected.
Does the Mayor agree that if this scenario is in any way correct then October 25th – just over three months away – is not the right time to be hitting some 140,000 Londoners resident in an expanded ULEZ with the demand that they upgrade now to a Euro4 (Euro6 for diesels) compliant car costing several thousands of pounds, or face a daily £12.50 “polluter fine”?

The Mayor: I am fully committed to expanding the Ultra-Low Emission Zone (ULEZ) to inner London in October. This will benefit Londoners across the whole of the city and is a crucial step in London’s green recovery from the pandemic.
Around 60 per cent of households in inner London do not own a car and will not need to take any action, More than 80 per cent of vehicles seen in the expanded zone already meet the ULEZ standards. For drivers with non-compliant vehicles, there is a wide range of affordable second-hand options available that meet the ULEZ standards, including nearly all petrol vehicles from 2005 and diesel vehicles from 2015. I am also providing financial support to help low income Londoners, including those in receipt of Jobseekers Allowance, to scrap their older, more polluting cars and motorcycles in favour of cleaner vehicles and greener forms of transport
Information on scrappage is available from Transport for London here: tfl.gov.uk/modes/driving/ultra-low-emission-zone/car-and-motorcycle-scrappage-scheme

ULEZ checker

Caroline Pidgeon: Will you ensure that the ULEZ checker facility immediately provides accurate results to people using it, including people who have classic cars?

The Mayor: As I said in my response to Mayor’s Question 2021/2345, Transport for London (TfL) assures me that its systems, including the Ultra Low Emission Zone (ULEZ) vehicle checker, are all working correctly. All drivers can therefore be confident they are given accurate results and will not be charged for vehicles that are exempt from the ULEZ charge. TfL also has an established registration process which allows motorists to contact it and provide information about their vehicle. TfL will verify any information received, update its database and amend the results given by the compliance checker.

TfL Consultation Process

Andrew Boff: Please would you provide a detailed breakdown of TfL’s consultation process for addressing accessibility and the impact on vulnerable Londoners for new and existing schemes?

The Mayor: Equalities impacts are actively considered by Transport for London (TfL) when planning to consult on proposed changes to London’s transport network. TfL undertakes Equality Impact Assessments(EqIAs) to look at the impact on people with protected characteristics, including those with accessibility or mobility issues. This information is then used to shape how TfL engages and consults, and who with, on each proposal.
On major programmes and policies, TfL may engage with its Independent Disability Advisory Group and its Valuing People group for people with learning difficulties, to understand how the programme or policy could impact Londoners.
When planning to consult, TfL will actively identify, contact and offer opportunities to speak with and listen to local and pan-London accessibility groups on its proposals. TfL will also work with these groups and London’s Boroughs to use their community networks to share consultation information to their members and residents.
On launching a consultation, TfL can provide consultation materials in large print, easy read, and braille formats. TfL has also ensured that its new consultation website Haveyoursay.tfl.gov.uk has been built to meet global accessibility standards.
By continuing to work with accessibility organisations, and through its Inclusion in Investment Steering Group, TfL will continue to identify new opportunities to improve how it consults with those affected by its proposals.

Alarming Long-Term Casualty Trends involving London Buses

Keith Prince: Data you released in response to Question 2020/3838 showed that, when benchmarked over 5 years (2015-2019) for pedestrian deaths involving buses, Imperial College’s Bus Benchmarking Group (IBBG) placed London in the bottom third of its ‘world city’ peers. Further analysis of TfL’s own Bus Fatality Data since 2007 shows that – even though the Department for Transport public data shows that the presence of buses and coaches on London’s Roads (adjusted for total mileage) has declined from 3% to 1% over the period – TfL buses were involved in an average of 10% of all London Traffic Fatals (2007-2020) and 11% of all Pedestrian Fatalities (2014-2020). IBBG Data also shows that London ranks consistently higher among its peers for, inter alia, Network Efficiency, Cost Efficiency, Commercial Income, Punctuality and Customer Satisfaction.
Since these fatality trends have not materially improved since you’ve been Mayor, does the convenience provided by TfL’s contracted bus operation come at a cost of Londoners having to accept that TfL Buses will kill at a rate 10-11 times of that predicted by their presence in traffic?

The Mayor: Transport for London (TfL) believes the previous answer being referred to is Question 2020/3828; this confirmed London is at around the group average for pedestrian deaths in collision with buses over the last five years.
TfL, with the support of the bus operators, continues to work toward my ambitious Vision Zero target of no one killed or seriously injured in a collision with a bus by 2030. One of the key aspects to achieving this is through the measures set out in TfL’s Bus Safety Programme, and the contractual model will help us to introduce more buses into the fleet with the latest safety features, such as intelligent speed assistance and camera monitoring systems, as quickly as possible. Between 2018 and 2019 there were 12 per cent fewer people killed or seriously injured in collisions involving a bus, down from 238 to 209 people. This amounts to a 64 per cent reduction against the baseline and is on track to meet the overall target of 70 per cent by 2022. Following this, there was a 37 per cent reduction in people killed or seriously injured in collisions involving a bus between 2019 and 2020 –amounting to a 78 per cent reduction against the baseline.
My Vision Zero Action Plan recognises that, relative to their share of traffic, larger vehicles, such as heavy goods vehicles and buses, present the greatest risk to people walking, cycling and riding motorcycles. However, in recognising it, the Plan seeks to mitigate it so that there are no deaths or serious injuries by 2030. Bus routes are purposefully designed to serve the city efficiently, and therefore much of their mileage occurs in areas that have a higher pedestrian density, compared to other forms of traffic which is more widely distributed across London’s roads
The capital’s bus tendering system does not impact numbers killed or seriously injured (KSI). It provides reliable, high-quality services at great value, incentivising even intervals between buses, rather than being on-time against the timetable. This does not interfere with my Vision Zero approach, targeting specific areas where we can make the biggest difference.

Air Quality

Nicholas Rogers: Mr Mayor, in the response to question 2021/2379 you referred to around 120 ‘reference’ air quality monitoring stations across London. For each of those monitoring stations in South West London, please give details of numbers of exceedances of hourly limits since 2016. Please break down by year.

The Mayor: There are 21 monitoring stations for NO2 in the boroughs of Richmond, Kingston, Merton, Sutton, Wandsworth and Lambeth. The table attached lists the 14 of these monitoring stations that have measured at least one hourly concentration exceeding 200ug/m3 of NO2.
Any sites exceeding the legal limit of 18 exceedances per year of hourly NO2 concentrations above this level are highlighted in red. The total number of such sites per year are summarised below.
Year
Number of sites exceeding the legal limit for hourly mean NO2 concentrations
2016
7
2017
2
2018
2
2019
1
2020
0
2021 (to date)
0

The Mayor: 2909 attachment.pdf

Needs of Carers

Caroline Pidgeon: Are you satisfied that the needs of carers have been fully considered before the expansion of the ULEZ in October 2021?

The Mayor: I have considered the needs of carers, making financial support available through my car and motorcycle scrappage scheme. Londoners who receive Carer’s Allowance can apply for a grant of up to £2,000 to scrap their older, more polluting cars. There is more information on Transport for London’s (TfL) website: tfl.gov.uk/modes/driving/ultra-low-emission-zone/car-and-motorcycle-scrappage-scheme.
Carers can also apply to the relevant NHS Trust for a reimbursement of the Ultra-Low Emission Zone charge if they use their car in the expanded zone to take an eligible NHS patient for treatment. There is more information on TfL’s website: tfl.gov.uk/modes/driving/reimbursements-of-the-congestion-charge-and-ulez-charge.
Importantly, only drivers of vehicles that do not meet the standards need to pay the charge. Already, 80 per cent of cars seen travelling in the expanded zone meet the standards meaning it is likely that most carers will not need to pay.

GMCA Clean Air Zone (2)

Leonie Cooper: The GMCA Clean Air Zone involves collegiate work with ten borough councils in order to implement the zone. Could the GLA work with groups of London’s councils in order to extend the benefits of the ULEZ to more Londoners?

The Mayor: Since the inception of the scheme both the Greater London Authority and Transport for London (TfL) have been working with all boroughs in London on the ULEZ expansion, as well as a range of other measures.
Alongside GLA and TfL led projects my £22m Mayors Air Quality Fund has supported a variety of Borough led local and pan-London projects to improve air quality.
Following the toughening of the Low Emission Zone standards for heavier vehicles which launched on 1 March 2021, and ULEZ expansion in October, by the end of this year, 92 per cent of roads in the Capital will comply with legal limits for nitrogen dioxide. I will continue to work with the London boroughs and TfL to tackle poor air quality on the remaining roads.

GMCA Clean Air Zone (3)

Leonie Cooper: The GMCA Clean Air Zone offers a six-month exemption to taxis and PHVs entering the zone. Would this be possible in London when the ULEZ expands?

The Mayor: In London, taxis are exempt from the Ultra Low Emission Zone (ULEZ) and this will continue to be the case when the ULEZ expands in October. Emissions from London’s black cabs are controlled by Transport for London’s (TfL) taxi vehicle licensing requirements rather than the ULEZ. This is because they are specially designed, wheelchair accessible vehicles that need to meet a wide range of technical standards, making them harder to replace than ordinary vehicles.
Private hire vehicles (PHVs) which do not comply with ULEZ standards must pay the ULEZ charges unless they are wheelchair accessible, in which case they are exempt until October 2025. PHVs tend to be younger so are more likely to meet the standards.

Reducing tube dust (2)

Zack Polanski: What studies and research on tube dust are currently underway or have concluded since March 2020?

The Mayor: Transport for London has commissioned two academic studies to be conducted by independent researchers at Imperial College London on the health impacts experienced by London Underground workers (such as train operators and station staff) exposed to tunnel dust. A short-term study will investigate sickness absence, while a long-term Retrospective Cohort Epidemiological study will analyse mortality, morbidity, and cancer incidence.
The short-term study has commenced and dust monitoring for both studies is due to begin later this year. The short-term report is due to be published in 2022, while publication of the long-term report is expected in 2025.

GMCA Clean Air Zone (1)

Leonie Cooper: The Greater Manchester Clean Air Zone covers the whole of Greater Manchester, meaning all Mancunians benefit directly from reduced emissions. While the LEZ covers all of London how do you see the expanded ULEZ benefitting those living outside of the new ULEZ zone?

The Mayor: Current proposals for the Greater Manchester Clean Air Zone are not directly comparable to the ULEZ because the standards will not apply to cars and some vans; it is more similar in scope to the Londonwide LEZ.
Expanding the ULEZ to inner London will benefit Londoners across the whole of the city and is a crucial step in London’s green recovery. Many drivers use their vehicles in both inner and outer London. Encouraging drivers to stop using the most polluting vehicles will therefore lead to London-wide air quality benefits.
After ULEZ is expanded and tougher Low Emission Zone standards for buses, coaches and lorries are introduced Londonwide, 96 per cent of roads in outer London (and 92 per cent of roads Londonwide) will comply with legal limits for NO2 by the end of 2021, around the same time as the greater Manchester Clean Air Zone is expected to come into effect. I am currently considering a range of measures to deal with poor air quality on the remaining roads as soon as possible.

Use of casualty data (1)

Caroline Pidgeon: Further to MQ 2020/4248, can you list the top 100 locations on the Transport for London road network in order of risk on the basis of the response to MQ 2020/4248 which highlights that the Casualty Harm Rate and Excess Harm data is being used to highlight the most harmful sections of roads.

The Mayor: Transport for London (TfL) has recently released the methodology of mapping ‘Casualty Harm Rates and Excess Harm’ data on roads. This includes a ranked list of road links to allow other road safety professionals to recreate the analysis. This information is provided in the attached document and can be used to identify the top 100 roads in terms of casualty harm rate and excess harm.
TfL is committed to improving the understanding of risk (not just casualty rates) in its publicly available tools and reporting. This is demonstrated by its recently launched Road Danger Reduction Dashboard. TfL engages with the boroughs at all levels to ensure that funding continues to be spent in areas that will deliver the greatest reductions in road risk.

The Mayor: 2682 attachment - RoadSafetyPriorities_ODT.xlsx

Silvertown Tunnel Review (1)

Elly Baker: TfL’s Independent Investment Programme Advisory Group propose to review Silvertown Tunnel in 2021/22 according to the meeting papers for TfL’s June 2021 Audit and Assurance Committee. Can you provide more information on what aspect of Silvertown Tunnel they will be looking to review?

The Mayor: This is part of Transport for London (TfL) and the Independent Investment Programme Advisory Group’s (IIPAG’s) continuous process of assurance on projects and programmes within TfL’s investment programme.
The detail of the review has not yet been planned but is intended as a general review covering the effectiveness of the implementation of the project, as well as looking at specific aspects of the delivery in depth if required.

Flattened fares within dynamic fare pricing

Siân Berry: Thank you for your answer to my question 2021/1467. Will you consider reducing the large differences in the cost of travel between fare zones within your plans for dynamic fare pricing?

The Mayor: I have asked Transport for London to explore whether some form of dynamic pricing could be compatible with ensuring that the fares structure that applies on its services is simple, coherent and encourages use of public transport to avoid a car-led recovery.

E-scooter trial and new legislation

Caroline Russell: I welcome your trial of e-scooters; what work is being done with Government to update legislation around use of e-scooters?

The Mayor: The legal status of e-scooters is a national issue and is the responsibility of the Department for Transport (DfT).
Regulations came into force in July 2020, permitting e-scooter trials across the UK in local areas where explicit authorisation was granted by DfT in the form of Vehicle Special Orders. Transport for London (TfL) is working closely with DfT as the London rental trial progresses, and discussions are ongoing between officials about a range of related topics.
Should any proposed amendments to the legislation relating to the legal status of e-scooters and their use be developed, TfL will seek to work with DfT to promote the safest possible evidence-based approach to any changes. This would include the construction of the vehicles themselves to how they are deployed and ridden, as well as considering the safety of the wider public and the potential for Government to legislate for licensing powers for rental schemes that could appropriately be devolved to bodies such as TfL.

TfL’s Failure to Collect Covid-19 Case Data from Depots until October 2020

Keith Prince: Further to your lack ofresponseto Question 2021/1968, can you shed some light as to why TfL claims Bus Driver Covid-19 Data by Bus Depot “hasonly been reported to TfL since October 2020”?

The Mayor: At the beginning of the pandemic, the availability of Covid-19 testing was not consistently available across the UK, being limited to hospitalised cases in general. In preparation for a second wave of coronavirus, the country was in a better position with regards to testing capacity, and this enabled Transport for London to request regular reporting of data on positive cases from Bus operating companies by October 2020. Testing was much more readily available at this point, enabling the number of positive tests among bus operational staff to be tracked in a more systematic way.
Prior to this, the number of positive cases among staff was monitored by each individual bus operator, but was not consistently validated through tests.

Passenger Numbers

Elly Baker: Passenger journeys and income have seen significant growth since the loosening of government restrictions. What effect has the decision to postpone Step 4 of the roadmap out of lockdown had on expected passenger numbers and income?

The Mayor: In response to the huge uncertainty caused by the pandemic, Transport for London (TfL) has adopted a scenario-based approach to demand forecasting. Compared to the scenario in which step 4 of the roadmap occurred on schedule, the scenario that included a four-week delay to step 4 was broadly in line with the March Budget. This was because of the faster recovery at the start of the year, which offset the delay to step 4 in the Government’s Roadmap and forecast winter suppression. See page 23 of the TfL Revised Budget papers:
https://content.tfl.gov.uk/board-20210728-supplementary-agenda.pdf

Reporting Covid-19 Cases from Bus Depots

Keith Prince: In response to a Freedom of Information Request FOI-2119-2021, TfL stated that Bus Driver Covid-19 Data by Bus Depot “has only been reported to TfL since October 2020.” Do you agree with me that this startling admission reflects TfL executives’ remarkable complacency about Covid-19 risks at depots? Please provide me with an update to FOI-2119-0221 showing all such data reported to TfL since 21 January 2021.

The Mayor: Since the beginning of the COVID-19 pandemic, Transport for London (TfL) has worked extremely closely with the bus operators and the Trade Unions and jointly taken a wide range of steps to protect bus drivers. This included implementing a number of vital safety measures at depots at the earliest opportunity, including a relentless focus on cleaning with long-lasting anti-viral fluid; adapted staff facilities, reconfiguring them to enable better social distancing; and temporary Portakabin facilities to enable staff to spread out. TfL has also worked extensively with operators throughout the pandemic to ensure more vulnerable drivers are identified and were offered appropriate adjustments, such as putting them on furlough to reduce their risk of exposure.
It’s important to remember that during the first wave of the pandemic, access to testing was much more limited than it is now. In preparation for a second wave of COVID-19 across the UK, TfL took the proactive step to begin gathering data on positive cases from October 2020, once testing was more readily available, and as the number of positive tests started to increase in the wider community. Prior to this, individual bus operators monitored the number of positive cases amongst their staff and TfL had a good understanding of where Covid-19 cases were being observed. TfL has also monitored deaths from Covid-19 by Bus Depot since the very start of the pandemic.
Attached is an updated version of the table provided in response to FOI-2119-0221 that now includes all data reported between 5 October 2020 and 3 August 2021. Please note that, since some depots are larger and employ more bus drivers, or are in boroughs where variants are spreading more quickly, this can affect the number of cases from depot to depot.

The Mayor: 1968 Copy of Covid-19 Summary by Opr Gar - 03.08.21.xlsx

ULEZ Expansion (1)

Leonie Cooper: Could the remaining cash in the scrappage scheme be targeted towards low income or disabled Londoners who live within 500m of the ULEZ boundary?

The Mayor: My vehicle scrappage schemes help drivers in London scrap their older, more polluting vehicles and are proving extremely popular. Given this and the limited funding pot, remaining funds will be prioritised to support charities operating minibuses and low income and disabled Londoners.
The Ultra-Low Emission Zone (ULEZ) car and motorcycle scrappage scheme was launched in October 2019 for low income and disabled Londoners. To be eligible, applicants must be in receipt of certain benefits. To ensure the scheme continues to mitigate the financial impact of ULEZ on priority groups, it will remain open to all eligible Londoners.
I have secured an additional £5 million to enable the ULEZ Car and motorcycle scrappage scheme to remain open for longer, enabling more people to benefit. This brings the total funding for the scrappage schemes to over £61 million. In total these schemes have already helped scrap over 10,000 older, more polluting vehicles.

London Overground from Enfield to Liverpool Street

Shaun Bailey: London Overground services from Enfield to Liverpool Street only run two trains per hour. What plans do you have to increase the frequency of these services?

The Mayor: The current service between Enfield Town and Liverpool Street is four trains per hour (tph) during peak periods and two tph during off peak periods.
Transport for London (TfL) is currently exploring the feasibility of an increase to three tph during the off-peak. Should a feasible proposal be identified, it would then need to be assessed for affordability and value for money.

Disabled Londoners (3)

Sem Moema: How does the Transport for London (TfL) funding deal impact on your proposals to increase accessibility on TfL’s network, for example the roll out of step free access across the bus, train and tube network; and what is the impact on the finances you require to deliver that work?

The Mayor: Transport for London (TfL) remains fully committed to making London’s transport network more accessible.
15 Tube stations have been made step-free since 2016, meaning that 84 Tube stations, 60 London Overground stations and most of the 32 stations served by TfL Rail have step-free access. Both the Tram and DLR networks are fully step-free, and all of TfL’s buses are wheelchair accessible and fitted with ramps.
Work is underway to make more Tube stations step-free, as set out in my response to Mayor’s Question 2021/ 2238. Subject to discussions with TfL’s supply chain, TfL intends to restart work on the paused step-free improvements later this year at Burnt Oak, Hanger Lane and Northolt to allow them to be completed in the coming years.
Schemes at Boston Manor, North Ealing, Park Royal, Rickmansworth, Ruislip and Snaresbrook, which were scheduled to be made step-free in 2024, continue to be paused until appropriate funding can be identified. Only design work has been undertaken so far for these stations. TfL continues to work with stakeholders and developers to explore options for funding further work at these and other locations across its network, as well as to ensure safeguarding is in place while these long-term funding options are identified.
Please see also my response to Mayor’s Question 2021/2670.

ULEZ Expansion (4)

Leonie Cooper: Do you know what is the lowest price and the highest price of second-hand
Diesel;


Petrol;


Hybrid;


Electric
Vehicles manufactured since 2015?

The Mayor: Please see my response toMayor’s Question 2021/3122.

ULEZ Expansion (3)

Leonie Cooper: Do you know what is the lowest price and the highest price of second-hand:
Petrol;


Hybrid;


Electric
Vehicles manufactured since 2005?

The Mayor: The assessment of business and economic impacts for the expansion of the Ultra-Low Emission Zone (ULEZ) used price estimates for a range of second-hand vehicles. At the time of assessment in 2017, the average cost of purchase of a compliant Euro 4 petrol vehicle was £1,200, and for a compliant Euro 6 diesel vehicle was £9,400. Hybrid and electric vehicles prices were not considered as they are not required for compliance. This information is published in the Integrated Impact Assessment on TfL’s website at https://consultations.tfl.gov.uk/environment/air-quality-consultation-phase-3b/

Hybrid Air Vehicles and Short Haul flights

Leonie Cooper: With the development of hybrid air vehicles which have significantly lower CO2 footprint- 4.5kg per passenger compared to 53kg per passenger via aeroplane travel- will you be supporting the development of this style of transport to and from London?
The Guardian, ‘Airships for city hops could cut flying’s CO2 emissions by 90%,’ 26 May 2021

The Mayor: Decarbonisation must be a key focus for the aviation sector as it seeks a green recovery following the pandemic. Aviation is forecast to account for a growing proportion of UK emissions as other sectors decarbonise – and the sector will need to do it all it can to ensure it is not hindering our carbon emissions targets.
Recent steps by France and Austria to limit domestic flights where rail offers a competitive alternative are an example of how we should be seeking to shift passengers from air to rail. New technologies can also play a part in decarbonising aviation. The UK is a world leader in aerospace and it is essential that we accelerate innovation in the sector. When the Government publishes its delayed consultation on aviation and carbon later this year, I will be calling on it to support technological development in aviation, including by driving environmental standards in the sector.
Airships may offer a lower carbon footprint compared to aircraft today but entail a significantly longer journey time – around five times longer. The appeal of airships over other modes is more limited – for example, rail provides both lower emissions and faster journey times.

Transport for London Settlement (9)

Elly Baker: At the 9 September 2020 Homes for Londoners Board, Andy Byford (TfL Commissioner) said that a safe stop on construction during the lockdown and delays to planning processes in some areas meant that TfL would no longer be able to meet its target of starting on sites that would deliver 10,000 homes by March 2021. How quickly TfL may be able to take forward this commitment would be dependent on securing a sustainable funding package from Government. The 1 June 2021 TfL Funding Settlement Letter says the plan for housing delivery should “include a clear milestone for housing to be delivered by the end of 2024”. Can you confirm whether the 10,000 starts will now be delivered by 31 December 2024?

The Mayor: Transport for London (TfL) continues discussions with the Government on its need for further financial support and a long-term capital funding agreement. The quantum of funding and timescales will have an impact on what housing can be delivered by 2024. To date, TfL has modelled various Business Plan scenarios based on varying levels of capital investment, and it has adopted its “Baseline Plan”. With access to commercial debt within the next year (which has yet to be secured), the Baseline Plan envisages the delivery of in excess of 13,000 homes, with 10,000 starts achieved by March 2025.
TfL recently updated its Finance Committee on its progress and the paper, which includes the Business Plan scenarios, can be viewed here: https://content.tfl.gov.uk/fc-20210623-agenda-papers-public.pdf.

ULEZ Expansion (8)

Leonie Cooper: For boroughs divided by the expanded ULEZ, what specific and targeted measures have been taken to encourage people to give up car ownership and join car clubs instead?

The Mayor: To help vehicle owners in London prepare for the expansion of the Ultra Low Emission Zone I have implemented a range of scrappage schemes which help small businesses, charities and low-income and disabled Londoners scrap their older, more polluting vehicles and switch to cleaner vehicles and greener forms oftransport. The funding is limited, so I’m using it to target those who need it most.
Working with third party organisations Transport for London (TfL) has sourced a range of offers for successful scrappage scheme applicants. TfL has secured promotions from organisations, including car sharing organisations, to help provide sustainable alternatives to car ownership. Details of these offers are available at tfl.gov.uk/modes/driving/third-party-promotions.
I am continuing to invest in walking, cycling and public transport to continue to provide cleaner alternatives to private car use.

ULEZ Expansion (7)

Leonie Cooper: Please state the percentage levels of private car ownership in all Boroughs that the expanded zone will divide?

The Mayor: Please see the attached table showing percentage levels of private car ownership in all London boroughs that are bisected by the expanded Ultra Low Emission Zone (ULEZ).
Many Londoners have already taken action to prepare for the expansion of the ULEZ and 80 per cent of cars seen travelling in the expanded zone now meet the ULEZ standards. This means that the majority of car owners will not need to pay the charge. To help more Londoners prepare, the Mayor has invested £61 million in a number of scrappage schemes to provide funding for small businesses, charities and low income and disabled Londoners to replace their vehicles or move to cleaner forms of transport.

The Mayor: 3126 attachment.xlsx

ULEZ Expansion (6)

Leonie Cooper: Has any consideration been given to designated routes to specific facilities within the zone, for example recycling facilities in order to avoid fly tipping?

The Mayor: I am expanding the Ultra Low Emission Zone (ULEZ) to tackle London’s toxic air and improve the health of all Londoners. There are several amenities such as recycling facilities within the zone. Changing the boundary or exempting journeys to all of these locations would undermine the air quality and related health benefits of the ULEZ. Access to these amenities is not restricted and Londoners can use a compliant vehicle to avoid paying the daily charge.
Already, 80 per cent of cars seen travelling in the expanded zone meet the standards meaning most people looking to use such facilities will not need to pay the charge. To help more Londoners switch to cleaner vehicles I have invested £61 million in scrappage schemes. TfL is also supporting boroughs to raise awareness of the ULEZ expansion to ensure that the already relatively high compliance continues to increase ahead of October.

ULEZ Expansion (5)

Leonie Cooper: Has any consideration been given to the expanded ULEZ not operating 7 days a week? This would allow people to visit family or recycling centres at times when there is less traffic on the road.

The Mayor: Hard-hitting measures are required to tackle London’s air pollution and protect the health of Londoners. The existing central Ultra Low Emission Zone (ULEZ) operates 24 hours a day, every day of the year, except Christmas Day when there are no public transport alternatives. The expanded ULEZ will operate in the same manner. Any reduction in the hours or days of operation of the expanded ULEZ would reduce the air quality and related health benefits of the scheme. In many parts of London, traffic is as busy on weekends as during the week.
For the benefit of Londoners’ health, I would prefer that people switched to cleaner vehicles or alternative means of transport rather than continue driving more polluting vehicles. My car and motorcycle scrappage scheme provides financial support for low income and disabled Londoners to switch to cleaner vehicles or greener forms of transport. There is more information on the Transport for London website: https://tfl.gov.uk/modes/driving/ultra-low-emission-zone/car-and-motorcycle-scrappage-scheme

Step-free access

Onkar Sahota: What do the results of the TfL funding review mean for the step-free access programme?

The Mayor: Subject to discussions with Transport for London’s (TfL’s) supply chain, TfL intends to restart work later this year on the paused step-free schemes at Burnt Oak, Northolt and Hanger Lane to allow them to be completed in the coming years.
Schemes at Boston Manor, North Ealing, Park Royal, Rickmansworth, Ruislip and Snaresbrook, which were scheduled to be made step-free in 2024, continue to be paused until appropriate funding can be identified. Only design work has been undertaken so far at these stations. TfL continues to work with stakeholders and developers to explore options for funding further work at these and other locations across its network, as well as to ensure the safeguarding is in place while these long-term funding options are identified.
This means that of the 23 stations on the programme:
As set out in my response to Mayor’s Question 2021/2238, further stations are being made step-free through other programmes such as the Northern line Extension and Crossrail.

TfL’s Obligation to Monitor and Act on the Health & Safety Performance of its Transport Contractors

Keith Prince: Given your responses to Question 2021/1981, in which you stated “it is not for TfL to dictate their [contractors’] workplace risk assessment arrangements”, and Question 2021/1962, in which you stated “As companies set the terms and conditions of their staff employment and are directly responsible for their health and safety at work, this is not an area where Transport for London (TfL) can direct them”, do you believe that TfL – as the sole contractor of London’s public Surface Transport Services – has any legal obligation to (a) monitor (b) audit and (c) act on its contractors’ Health and Safety Performance?

The Mayor: Transport for London (TfL) is committed to working with the bus operators to provide safe, reliable, attractive, economic and efficient services for customers and colleagues alike.
The bus operators must comply with any relevant health, safety and environmental legislation and ensure they provide safe and environmentally acceptable services at all times.
In order to assess the operators’ performance of their obligations, TfL monitors the services, having regard to information from all sources including data available from observations, checks and audits. In addition, the operators provide TfL with such information as it requires to support such monitoring.
TfL monitors all safety-related aspects of the operation of the services with a view to discharging its statutory functions in relation to the provision of bus services, including auditing compliance with relevant health and safety requirements.
Where poor safety and environmental performance by an operator is identified, TfL, at its discretion, may request that the operator concerned develops an action plan to improve safety and/or environmental performance.
Furthermore, workplace safety is overseen by the Health and Safety Executive to ensure that appropriate action is taken to protect employee health and safety.

Zero Emission Buses (1)

Tony Devenish: You are running posters in our tubes which read “500 zero emission buses in our fleet*” with the * at the tail pipe. Please provide a full breakdown of which routes these 500 buses are running on and explain why the * caveat is included.

The Mayor: The attached list provides the routes on which the 500 buses are allocated.
The use of the caveat ``at the tailpipe’’ reflects that the buses emit no harmful gases at the tailpipe. However, the energy they use, such as electricity from the National Grid, does have emissions connected with its production and distribution. In addition, “non-exhaust” emissions or particulates are also released via braking and the vehicle’s tyres.
Transport for London is working to ensure that increasingly clean sources of power are used to minimise the impact of its buses on the environment.

The Mayor: 2441 Electric Buses Table.xlsx

Switching to Active Travel (2)

Leonie Cooper: TfL previously sponsored the ‘Walk London’ walking tour weekends, allowing Londoners and others to enjoy free outdoor walking tours of central London. Is there scope to restart this as part of the #LetsDoLondon campaign?

The Mayor: At present there are no plans to deliver any TfL sponsored led walks. My Let’s Do London campaign is encouraging domestic visitors to come to London and enjoy everything London has to offer. Its website has a range of information about walking, including suggested walking tours. It also links to the TfL website which has a dedicated walking section and includes details of the Go Jauntly walking app and Footways, who provide walking maps.
In addition, TfL is running an extensive Active Travel campaign across digital platforms and the TfL Experience London blog has lots of information about getting the most out of London by foot or cycling.

Hydrogen Injection System

Susan Hall: Diesel vehicles can be converted to a very low emission vehicle by adapting them with a hydrogen injection system. This reduces harmful emissions by around 85%. Will you grant a ULEZ exemption to any diesel vehicle fitted with a hydrogen injection system?

The Mayor: Hydrogen injection systems, particularly ‘hydrogen on demand’ have existed for a number of years. The effectiveness of such systems to reduce emissions of oxides of nitrogen (NOx) or particulate matter (PM), the pollutants that theI am seeking to reduce with my Ultra Low Emission Zone (ULEZ), remains unproven. Even where a reduction in these emissions is seen,it is marginal and will not move the vehicle emissions by the equivalent of a Euro standard, which would be necessary to provide compliance.
For this reason,Transport for London (TfL) doesnotconsider that alternative fuels significantly alter the certified air quality emissions of the vehicle.
Owners of vehicles converted by the addition of hydrogen injection can test their vehiclesover the relevant type-approval drive cycle for that class of vehicle at an emissions laboratory equipped to carry out type-approval emissions tests. TfL would accept evidence of this test, but it is unlikely to be an economical option for the owner.

Transport for London Settlement (14)

Elly Baker: Can you confirm that the 1 June 2021 TfL Funding Settlement required you to implement an above inflation fares increase in January 2022? And what plans do you have to ensure the fares burden does not fall on those least able to afford it?

The Mayor: The conditions to Transport for London’s (TfL) latest funding agreement with the Government, require fares to be increased by RPI+1 per cent in January 2022.
Mayoral decisions on fares are typically made in the November/December prior to their introduction the following January. As such, I am yet to take any formal decision on next year’s fares. When a decision is made, consideration will need to be given to the prevailing economic circumstances and how any increase will affect the fares of different modes.
In making my decision on fares, I will be mindful about how best to ensure that the fares burden does not fall on those least able to afford it. As I have shown over the last five years, I am committed to keeping fares as accessible and affordable as possible, and to spreading the impact of any fares rises fairly.

GLA (1)

Peter Fortune: Please list how many Greater London Authority staff have resigned or been made redundant broken down by directorate and year since 2016?

The Mayor: Over the course of the period from 2016 to 2021 a total of 519 staff have left the GLA either through resignation or being made redundant. This includes both compulsory and voluntary redundancy. Of those, 489 staff resigned and 30 were made redundant. Details by year by directorate are attached below. All figures are based on the end of the financial year i.e. 31 March each year. In 2020 the directorate structure was changed with the creation of the Chief Officer, Strategy & Communications, Communities & Skills and Good Growth directorates, which replaced the Communities & Intelligence and Development, Enterprise & Environment directorates. For context, these figures should be compared against the GLA’s total headcount for each year (as set out in the answer to question 2021/2929), which has increased over time.

TfL Citing “Middle Door Boarding” as a bona fide Covid-19 Risk Reduction Measure

Keith Prince: Given your admission in Question 2021/1965 that TfL’s decision to introduce Middle DoorBoarding on 17 April (a) lacked any evidential basis and (b) was only taken in response to pressure from Unite the Union, will you instruct your officers to refrain from citing this manifestly political decision as a bona fide Covid-19 Risk Reduction measure? You make this sameassertion in your response to Question 2021/1966.

The Mayor: Transport for London (TfL) took these precautions in good faith after listening to the concerns of Unite the Union as well as adapting the network to evolving health advice from Government. As there was so much uncertainty at the outset of the pandemic, TfL also commissioned research from University College London (UCL) so it could check the right steps were being taken and look for further safeguards once there was more medical information available.
While we know from the published research, which followed early interim measures, that the national lockdown made the biggest difference to protecting everyone including bus drivers from Covid-19, TfL’s early intervention was aimed at protecting drivers and maintaining a critical service for key workers supporting the National Health Service at a time when staff absence was high.

Decarbonisation support in the bus service review

Siân Berry: Vehicle range and the availability of garage infrastructure both help determine where it is feasible for Transport for London (TfL) to move bus operations to electric and hydrogen buses. Will you incorporate considerations of changes that assist zero tailpipe emission buses, such as changing the start or end of routes and their length, as part of the bus service reviews required by the current TfL funding deal?

The Mayor: I am planning to deliver a zero-tailpipe emission bus fleet by 2037 at the latest, with an ambition to bring this forward if funding allows.
Transport for London (TfL) will continue to plan the bus network based on the journeys customers want to take. From its research into the feasibility of opportunity charging and hydrogen fuelled options, TfL believes that, in nearly all cases, there need not be a compromise between the best possible network planning and decarbonisation.

ULEZ Expansion (2)

Leonie Cooper: Could the remaining cash in the scrappage scheme be targeted towards charities based within 500m of the ULEZ boundary, or that cross it frequently, such as Wandsworth Community Transport providers?

The Mayor: To help Londoners prepare for the expansion of the Ultra Low Emission Zone (ULEZ) I have allocated £61 million in funding for small businesses, charities operating minibuses and low-income and disabled Londoners. These have been extremely popular, and have helped replace over 10,000 older, more polluting vehicles.
Due to high demand and limited funds, the scrappage scheme for vans and minibuses was suspended to new van applicants in August 2020. The scheme remains open to charity minibuses. To be eligible, charities must be registered with the Charities Commission at an address within the Greater London Area, and the vehicle they would like to scrap must fail to meet the relevant ULEZ standards. Organisations can check their vehicle on Transport for London’s website: https://tfl.gov.uk/modes/driving/check-your-vehicle/
I encourage charities to continue to utilise the scheme given their vital role in our communities. To ensure it continues to mitigate the financial impact of the ULEZ on priority groups the scheme will remain open to all eligible charities.

Adverts for gambling on the Transport for London network

Siân Berry: There has been an observable increase in the number of advertisements for gambling, spread betting and risky investments on the tube network in recent weeks. How are you monitoring this, could you provide any data on the number of campaigns that have been accepted from these companies, and do you consider this increase in promotion appropriate in light of the financial struggles faced by many Londoners today?

The Mayor: On behalf of Transport for London (TfL), its media partners liaise with advertisers and ensure that advertising copy provided complies with TfL’s advertising policy and the relevant advertising standards. However, I share your concerns on gambling advertisements and given the devastating way gambling addiction can destroy lives and families, I have asked TfL to bring forward plans to ban harmful gambling advertisements on its advertising network.
TfL’s media partners classify advertising sales into a range of pre-defined categories. The media partners assign the category using the sales representative’s best judgement based upon the copy to be shown in the advertisement. The analysis of the data captured is constrained by pre-defined categories and sub-categories; for example, ‘risky investments’ is not a defined category and could therefore fall under advertising spread across multiple categories. Gambling, which includes spread betting, is a pre-defined sub-category and there is some data available in respect of this type of advertising which is detailed below.
The number of gambling advertisements, including spread betting, across TfL’s advertising network increased from 2018/2019 to 2019/2020. The number of campaigns decreased within 2020/2021 as did expenditure across the whole of the out of home advertising industry due to the coronavirus pandemic. There is insufficient data at this point in 2021/2022 to draw meaningful conclusions, on a like for like basis, as the market recovers.
Fig. 1 Gambling Advertising on TfL networks (including charitable lotteries):
Year
Number of Campaigns
2018/2019
61
2019/2020
147
2020/2021
118
2021/2022*
49
*Quarter 1 (April 2021-June 2021)

Director of Bus Operations

Keith Prince: Further to your response to Question 2021/1982, who is TfL’s new Director of Bus Operations? Was this appointment an internal hire or was there a competitive search conducted of suitableexternal candidates?

The Mayor: Recruitment is underway for Transport for London’s (TfL) Director of Bus Operations role. This is a competitive internal and external recruitment campaign to ensure TfL finds a suitable candidate. TfL will provide an update once an individual has been appointed to the role.

TfL’s Decision to create Safety, Health and Environment (SHE) Directorate in 2019

Keith Prince: Further to your response to Question 2019/21051, can you provide me with any documentation (briefing notes, decision memorandums) relating to the Transport Commissioner’sseemingly-impetuousdecision to create a new Safety, Health and Environment directorate (SHE) in September 2019?

The Mayor: The decision to form Transport for London’s (TfL) Safety, Health and Environment (SHE) directorate as a consolidated pan TfL function, responsible for health, safety and environmental performance was in line with other organisational changes taking place in TfL at that time. This was to streamline and enhance the effectiveness of TfL’s professional service teams, which saw similar changes in other TfL functions such as Finance and Human Resources.
This change has ensured TfL has a clear and focussed approach to improving performance of the whole organisation on SHE issues and reflects the priority attached to delivering on its Vision Zero goal.
Atached are the meeting outcomes from the initial design phase of the organisational change, which demonstrate the proposals for the SHE function, in addition to the following design phase principles that were agreed to by TfL’s Executive Committee.

The Mayor: 2355 ExCo Developing our business meeting outcomes 26 June 2019.pdf


  2355 SHE ExCo Update - September 2019.pdf

Safety Accreditations of TfL Chief Safety Officer

Keith Prince: Further to your response to Question 2019/21052, can you confirm if TfL’s Chief Safety Officer has gained basic National Examination Board in Occupational Safety and Health (NEBOSH) and Institution of Occupational Safety and Health (IOSH) accreditations that ideally should have been a pre-requisite for any professional considered to fill such an important post?

The Mayor: As referenced in MQ 2019/21052, ongoing professional development is being undertaken by Transport for London’s (TfL) Chief Safety, Health and Environment Officer; who since March 2020 has focused their attention on managing and responding to the safety, health and environmental impacts of the COVID-19 pandemic to TfL.